Materials handling vehicle having a control apparatus for determining an acceleration value

This application claims the benefit of: U.S. Provisional Application No. 61/026,151, filed Feb. 5, 2008 and entitled “A MATERIALS HANDLING VEHICLE HAVING A STEER SYSTEM INCLUDING A TACTILE FEEDBACK DEVICE”; U.S. Provisional Application No. 61/026,153, filed Feb. 5, 2008 and entitled “A MATERIALS HANDLING VEHICLE HAVING A CONTROL APPARATUS FOR DETERMINING AN ACCELERATION VALUE”; U.S. Provisional Application No. 61/049,158, filed Apr. 30, 2008 and entitled “A MATERIALS HANDLING VEHICLE HAVING A STEER SYSTEM INCLUDING A TACTILE FEEDBACK DEVICE”; U.S. Provisional Application No. 61/055,667, filed May 23, 2008 and entitled “A MATERIALS HANDLING VEHICLE WITH A MODULE CAPABLE OF CHANGING A STEERABLE WHEEL TO CONTROL HANDLE POSITION RATIO,” the disclosures of which are incorporated herein by reference.

FIELD OF THE INVENTION

The present invention relates to a materials handling vehicle having a control apparatus for controlling the operation of a traction motor and more specifically to such a vehicle having a control apparatus capable of determining a traction motor acceleration value.

BACKGROUND OF THE INVENTION

U.S. Pat. No. 6,564,897 discloses a steer-by-wire system for a materials handling vehicle. The vehicle comprises a steering tiller. The tiller, however, is not mechanically coupled to a steered wheel. A motor or an electromagnetic brake is used to provide a counter steering resistive force.

SUMMARY OF THE INVENTION

In accordance with a first aspect of the present invention, a materials handling vehicle is provided comprising: a frame; wheels supported on the frame; a traction motor coupled to one of the wheels to effect rotation of the one wheel; a speed control element operable by an operator to define a speed control signal corresponding to a desired speed of the traction motor; a system associated with a steerable wheel to effect angular movement of the steerable wheel; and control apparatus coupled to the speed control element to receive the speed control signal, and coupled to the traction motor to generate a drive signal to the traction motor in response to the speed control signal to control the operation of the traction motor. The control apparatus may store at least one acceleration value for the traction motor defining a rate of acceleration for the traction motor. The control apparatus may determine at least one acceleration reduction factor based on at least one of an angular position of the steerable wheel and a speed of the traction motor.

The one wheel and the steerable wheel may be the same wheel.

In one embodiment, the control apparatus may determine a first acceleration reduction factor based on the angular position of the steerable wheel and a second acceleration reduction factor based on the speed of the traction motor. The control apparatus further selects one of the first and second acceleration reduction factors and multiplies the selected reduction factor by the acceleration value to determine an updated acceleration value. The control apparatus may use the updated acceleration value when generating the drive signal to the traction motor. Preferably, the control apparatus chooses one of the first and second acceleration reduction factors causing a greatest reduction in the acceleration value as the selected one reduction factor.

The system associated with the steerable wheel to effect angular movement of the steerable wheel may comprises a sensor generating signals indicative of an angular position of the steerable wheel.

The vehicle may further comprise a sensor associated with the traction motor for generating signals indicative of a speed of the traction motor.

In a further embodiment, in addition to determining the first and second acceleration reduction factors, noted above, the control apparatus may further determine a third acceleration reduction factor based on a current position of the speed control element as defined by the speed control signal. In this embodiment, the control apparatus may select one of the first, second and third acceleration reduction factors and multiply the selected reduction factor by the acceleration value to determine an updated acceleration value. The control apparatus uses the updated acceleration value when generating the drive signal to the traction motor. Preferably, the control apparatus chooses one of the first, second and third acceleration reduction factors causing a greatest reduction in the acceleration value as the selected one reduction factor.

The control apparatus may store at least two acceleration values for the traction motor. Each of the acceleration values may correspond to a separate vehicle mode of operation. Two of the vehicle modes of operation may vary based on a direction in which the vehicle is operated. The control apparatus may select one of the at least two acceleration values based on a current mode of operation for the vehicle.

The control apparatus may further select one of the acceleration reduction factors and multiply the selected reduction factor by the selected one acceleration value to determine an updated selected one acceleration value. The control apparatus uses the updated selected one acceleration value when generating the drive signal to the traction motor.

In accordance with a second aspect of the present invention, a materials handling vehicle is provided comprising: a frame; wheels supported on the frame; a traction motor coupled to one of the wheels to effect rotation of the one wheel; a speed control element operable by an operator to define a speed control signal corresponding to a desired speed of the traction motor; a system associated with a steerable wheel to effect angular movement of the steerable wheel; and control apparatus coupled to the speed control element to receive the speed control signal, and coupled to the traction motor to generate a drive signal to the traction motor in response to the speed control signal to control the operation of the traction motor. The control apparatus may determine an acceleration value for the traction motor based on at least one of an angular position of the steerable wheel, a speed of the traction motor and a current position of the speed control element as defined by the speed control signal.

The control apparatus may determine a first acceleration reduction factor based on the angular position of the steerable wheel, a second acceleration reduction factor based on the speed of the traction motor and a third acceleration reduction factor based on the current position of the speed control element.

The control apparatus may select one of a plurality of initial acceleration values based on a current vehicle mode of operation. The control apparatus may further select one of the first, second and third acceleration reduction factors and multiply the selected reduction factor by the selected one initial acceleration value to determine an updated selected one acceleration value. The control apparatus may define the updated selected one acceleration value as the determined acceleration value.

In accordance with a third embodiment of the present invention, a materials handling vehicle is provided comprising a frame comprising an operator's compartment; wheels supported on the frame; a traction motor coupled to one of the wheels to effect rotation of the one wheel; and a system associated with the steerable wheel to effect angular movement of the steerable wheel about a first axis. The system comprises a control handle capable of being moved by an operator to define a desired angular position of the steerable wheel. Further provided is control apparatus for varying a drive signal to the traction motor based on one of the desired angular position of the steerable wheel, a calculated actual position of the steerable wheel, a steerable wheel error, and a steer rate of the control handle.

The control apparatus may determine a first traction motor speed limit based on the desired angular position of the steerable wheel, a second traction motor speed limit based on the calculated actual position of the steerable wheel, a third traction motor speed limit based on the steerable wheel error and a fourth traction motor speed limit based on the steer rate of the control handle. Preferably, the control apparatus selects the smallest of the first, second, third and fourth traction motor speed limits and uses the smallest limit when generating the drive signal to the traction motor.

BRIEF DESCRIPTION OF THE DRAWINGS

<figref idrefs="DRAWINGS">FIG. 1</figref> is a perspective view of a materials handling vehicle in which the present invention is incorporated;

<figref idrefs="DRAWINGS">FIG. 1A</figref> is an exploded view of a portion of an operator's compartment including a floorboard from the vehicle illustrated in <figref idrefs="DRAWINGS">FIG. 1</figref>;

<figref idrefs="DRAWINGS">FIG. 2</figref> is a schematic block diagram of a control apparatus from the vehicle illustrated in <figref idrefs="DRAWINGS">FIG. 1</figref>;

<figref idrefs="DRAWINGS">FIGS. 3-5</figref> are perspective views of a power unit of the vehicle in <figref idrefs="DRAWINGS">FIG. 1</figref> with covers removed from the power unit;

<figref idrefs="DRAWINGS">FIG. 6</figref> is a view of a tactile feedback device of the vehicle illustrated in <figref idrefs="DRAWINGS">FIG. 1</figref>;

<figref idrefs="DRAWINGS">FIG. 6A</figref> is a view, partially in cross section, of a pin extending down from a control handle base, a spring and a block fixed to a steering column plate;

<figref idrefs="DRAWINGS">FIGS. 7 and 8</figref> are perspective views of the control handle of the vehicle illustrated in <figref idrefs="DRAWINGS">FIG. 1</figref>;

<figref idrefs="DRAWINGS">FIG. 9</figref> is a view, partially in section, of the control handle and the tactile feedback device;

<figref idrefs="DRAWINGS">FIG. 10</figref> illustrates a first curve C₁used to define a steering motor speed limit based on a current traction motor speed when the vehicle is being operated in a power unit first direction and a second curve C₂used to define a steering motor speed limit based on a current traction motor speed when the vehicle being operated in a forks first direction;

<figref idrefs="DRAWINGS">FIG. 11</figref> illustrates a curve C₃plotting a first traction motor speed limit or a second traction motor speed limit as a function of a desired steerable wheel angular position or a calculated actual steerable wheel angular position;

<figref idrefs="DRAWINGS">FIG. 11A</figref> illustrates a curve C_Aused to define a third traction motor speed limit based on steerable wheel error;

<figref idrefs="DRAWINGS">FIG. 11B</figref> illustrates a curve C_Bused to define a fourth traction motor speed limit based on steer rate;

<figref idrefs="DRAWINGS">FIG. 11C</figref> illustrates a curve C_Cused to determine a first acceleration reduction factor RF<b>1</b> based on a calculated current actual angular position of the steerable wheel;

<figref idrefs="DRAWINGS">FIG. 11D</figref> illustrates a curve C_Dused to determine a second acceleration reduction factor RF<b>2</b> based on a traction speed;

<figref idrefs="DRAWINGS">FIG. 12</figref> illustrates a curve C₄used to determine a first tactile feedback device signal value based on traction motor speed;

<figref idrefs="DRAWINGS">FIG. 13</figref> illustrates a curve C₅used to determine a second tactile feedback device signal value based on steerable wheel error; and

<figref idrefs="DRAWINGS">FIG. 14</figref> illustrates in block diagram form steps for determining a tactile feedback device signal setpoint TFDS.

DETAILED DESCRIPTION OF THE INVENTION

A materials handling vehicle constructed in accordance with the present invention, comprising a pallet truck <b>10</b> in the illustrated embodiment, is shown in <figref idrefs="DRAWINGS">FIG. 1</figref>. The truck <b>10</b> comprises a frame <b>20</b> including an operator's compartment <b>30</b>, a battery compartment <b>40</b> for housing a battery <b>42</b>, a base <b>52</b> forming part of a power unit <b>50</b> and a pair of load carrying forks <b>60</b>A and <b>60</b>B. Each fork <b>60</b>A, <b>60</b>B comprises a corresponding load wheel assembly <b>62</b>A, <b>62</b>B. When the load wheel assemblies <b>62</b>A, <b>62</b>B are pivoted relative to the forks <b>60</b>A, <b>60</b>B, the forks <b>60</b>A, <b>60</b>B are moved to a raised position. The operator's compartment <b>30</b> and the battery compartment <b>40</b> move with the forks <b>60</b>A, <b>60</b>B relative to the power unit <b>50</b>.

The operator's compartment <b>30</b> is defined by an operator's backrest <b>32</b>, a side wall <b>44</b> of the battery compartment <b>40</b> and a floorboard <b>34</b>. An operator stands on the floorboard <b>34</b> when positioned within the operator's compartment <b>30</b>. In the illustrated embodiment, the floorboard <b>34</b> is coupled to a frame base <b>20</b>A along a first edge portion <b>34</b>A via bolts <b>134</b>A, washers <b>134</b>B, nuts <b>134</b>C, spacers <b>134</b>D and flexible grommets <b>134</b>E, see <figref idrefs="DRAWINGS">FIG. 1A</figref>. A second edge portion <b>34</b>B of the floorboard <b>34</b>, located opposite to the first edge portion <b>34</b>A, rests upon a pair of springs <b>135</b>. The floorboard <b>34</b> is capable of pivoting about an axis A_FB, which axis A_FBextends through the first edge portion <b>34</b>A and the flexible grommets <b>134</b>E. A proximity sensor <b>36</b>, see <figref idrefs="DRAWINGS">FIGS. 1A and 2</figref>, is positioned adjacent to the floorboard <b>34</b> for sensing the position of the floorboard <b>34</b>. When an operator is standing on the floorboard <b>34</b>, it pivots about the axis A_FBand moves towards the proximity sensor <b>36</b> such that the floorboard <b>34</b> is sensed by the sensor <b>36</b>. When the operator steps off of the floorboard <b>34</b>, the floorboard <b>34</b> is biased in a direction away from the sensor <b>36</b> by the springs <b>135</b> such that it is no longer sensed by the sensor <b>36</b>. Hence, the proximity sensor <b>36</b> generates an operator status signal indicating that either an operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b> or no operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>. A change in the operator status signal indicates that an operator has either entered or exited the operator's compartment <b>30</b>.

The power unit <b>50</b> comprises the base <b>52</b>, a side wall <b>54</b> and a steering column <b>56</b>, see <figref idrefs="DRAWINGS">FIGS. 3-8</figref>. The base <b>52</b>, side wall <b>54</b> and steering column <b>56</b> are fixed together such that the steering column <b>56</b> does not rotate or move relative to the side wall <b>54</b> or the base <b>52</b> in the illustrated embodiment. First and second caster wheels, only the first caster wheel <b>58</b> is illustrated in <figref idrefs="DRAWINGS">FIG. 1</figref>, are coupled to the base <b>52</b> on opposing sides <b>52</b>A and <b>52</b>B of the base <b>52</b>.

The power unit <b>50</b> further comprises a drive unit <b>70</b> mounted to the base <b>52</b> so as to be rotatable relative to the base <b>52</b> about a first axis A₁, see <figref idrefs="DRAWINGS">FIGS. 4 and 5</figref>. The drive unit <b>70</b> comprises a support structure <b>71</b> mounted to the base <b>52</b> so as to be rotatable relative to the base <b>52</b>, a traction motor <b>72</b> mounted to the support structure <b>71</b>, and a driven steerable wheel <b>74</b> mounted to the support structure <b>71</b>, see <figref idrefs="DRAWINGS">FIGS. 3-5</figref>. The steerable wheel <b>74</b> is coupled to the traction motor <b>72</b> so as to be driven by the traction motor <b>72</b> about a second axis A₂, see <figref idrefs="DRAWINGS">FIG. 1</figref>. The steerable wheel <b>74</b> also moves together with the traction motor <b>72</b> and the support structure <b>71</b> about the first axis A₁.

An encoder <b>172</b>, see <figref idrefs="DRAWINGS">FIG. 2</figref>, is coupled to an output shaft (not shown) of the traction motor <b>72</b> to generate signals indicative of the speed and direction of rotation of the traction motor <b>72</b>.

The truck <b>10</b> comprises a steer-by-wire system <b>80</b> for effecting angular movement of the steerable wheel <b>74</b> about the first axis A₁. The steer-by-wire system <b>80</b> comprises the control handle <b>90</b>, a tactile feedback device <b>100</b>, biasing structure <b>110</b>, a steer motor <b>120</b> and the steerable wheel <b>74</b>, see <figref idrefs="DRAWINGS">FIGS. 3</figref>, <b>4</b>, <b>6</b> and <b>9</b>. The steer-by-wire system <b>80</b> does not comprise a mechanical linkage structure directly connecting the control handle <b>90</b> to the steerable wheel <b>74</b> to effect steering of the wheel <b>74</b>. The term “control handle” is intended to encompass the control handle <b>90</b> illustrated in <figref idrefs="DRAWINGS">FIG. 1</figref> and like control handles including steering tillers and steering wheels.

The control handle <b>90</b> is capable of being rotated by an operator approximately +/−60 degrees from a centered position, wherein the centered position corresponds to the steerable wheel <b>74</b> being located in a straight-ahead position. The control handle <b>90</b> is coupled to the tactile feedback device <b>100</b>, which, in turn, is coupled to a plate <b>56</b>A of the steering column <b>56</b> via bolts <b>101</b>, shown in <figref idrefs="DRAWINGS">FIG. 6</figref> but not shown in <figref idrefs="DRAWINGS">FIG. 9</figref>. The bolts <b>101</b> pass through bores in the plate <b>56</b>A and engage threaded bores in a boss <b>106</b>, shown in <figref idrefs="DRAWINGS">FIG. 9</figref>, of the tactile feedback device <b>100</b>. The tactile feedback device <b>100</b> may comprise an electrically controlled brake capable of generating a resistance or counter force that opposes movement of the control handle <b>90</b>, wherein the force varies based on a magnitude of a tactile feedback device signal, which signal will be discussed below. For example, the electrically controlled brake may comprise one of an electrorheological device, a magnetorheological device, and an electromagnetic device. In the illustrated embodiment, the tactile feedback device <b>100</b> comprises a device commercially available from the Lord Corporation under the product designation “RD 2104-01.”

As illustrated in <figref idrefs="DRAWINGS">FIG. 9</figref>, the control handle <b>90</b> is fixedly coupled to a shaft <b>102</b> of the tactile feedback device <b>100</b> such that the control handle <b>90</b> and the shaft <b>102</b> rotate together. A magnetically controllable medium (not shown) is provided within the device <b>100</b>. A magnetic field generating element (not shown) forms part of the device <b>100</b> and is capable of generating a variable strength magnetic field that changes with the tactile feedback device signal. The magnetically controllable medium may have a shear strength that changes in proportion to the strength of the magnetic field, and provides a variable resistance or counter force to the shaft <b>102</b>, which force is transferred by the shaft <b>102</b> to the control handle <b>90</b>. As the variable resistance force generated by the tactile feedback device <b>100</b> increases, the control handle <b>90</b> becomes more difficult to rotate by an operator.

The tactile feedback device <b>100</b> further comprises a control handle position sensor <b>100</b>A, shown in <figref idrefs="DRAWINGS">FIG. 2</figref> but not shown in <figref idrefs="DRAWINGS">FIG. 9</figref>, which senses the angular position of the control handle <b>90</b> within the angular range of approximately +/−60 degrees in the illustrated embodiment. The control handle position sensor <b>100</b>A comprises, in the illustrated embodiment, first and second potentiometers, each of which senses the angular position of the shaft <b>102</b>. The second potentiometer generates a redundant position signal. Hence, only a single potentiometer is required to sense the angular position of the shaft <b>102</b>. The angular position of the shaft <b>102</b> corresponds to the angular position of the control handle <b>90</b>. An operator rotates the control handle <b>90</b> within the angular range of approximately +/−60 degrees in the illustrated embodiment to control movement of the steerable wheel <b>74</b>, which wheel <b>74</b> is capable of rotating approximately +/−90 degrees from a centered position in the illustrated embodiment. As the control handle <b>90</b> is rotated by the operator, the control handle position sensor <b>100</b>A senses that rotation, i.e., magnitude and direction, and generates a steer control signal corresponding to a desired angular position of the steerable wheel <b>74</b> to a steering control module or unit <b>220</b>.

The biasing structure <b>110</b> comprises a coiled spring <b>112</b> in the illustrated embodiment, see <figref idrefs="DRAWINGS">FIGS. 6</figref>, <b>6</b>A and <b>9</b>, having first and second ends <b>112</b>A and <b>112</b>B. The spring <b>112</b> is positioned about the boss <b>106</b> of the tactile feedback device <b>100</b>, see <figref idrefs="DRAWINGS">FIG. 9</figref>. A pin <b>92</b>, shown in <figref idrefs="DRAWINGS">FIGS. 6 and 6A</figref> but not shown in <figref idrefs="DRAWINGS">FIG. 9</figref>, extends down from a base <b>94</b> of the control handle <b>90</b> and moves with the control handle <b>90</b>. When the control handle <b>90</b> is located in its centered position, the pin <b>92</b> is positioned between and adjacent to the first and second spring ends <b>112</b>A and <b>112</b>B, see <figref idrefs="DRAWINGS">FIG. 6A</figref>. The spring ends <b>112</b>A and <b>112</b>B engage and rest against a block <b>115</b>A fixed to and extending down from the plate <b>56</b>A of the steering column <b>56</b> when the control handle <b>90</b> is in its centered position, see <figref idrefs="DRAWINGS">FIGS. 6 and 6A</figref>. As the control handle <b>90</b> is rotated by an operator away from its centered position, the pin <b>92</b> engages and pushes against one of the spring ends <b>112</b>A, <b>112</b>B, causing that spring end <b>112</b>A, <b>112</b>B to move away from the block <b>115</b>A. In response, that spring end <b>112</b>A, <b>112</b>B applies a return force against the pin <b>92</b> and, hence, to the control handle <b>90</b>, in a direction urging the control handle <b>90</b> to return to its centered position. When the operator is no longer gripping and turning the control handle <b>90</b> and any resistance force generated by the tactile feedback device <b>100</b> is less than that of the biasing force applied by the spring <b>112</b>, the spring <b>112</b> causes the control handle <b>90</b> to return to its centered position.

The steering column <b>56</b> further comprises a cover portion <b>56</b>B, shown only in <figref idrefs="DRAWINGS">FIGS. 7 and 8</figref> and not in <figref idrefs="DRAWINGS">FIGS. 6 and 9</figref>, which covers the tactile feedback device <b>100</b>.

The steer motor <b>120</b> comprises a drive gear <b>122</b> coupled to a steer motor output shaft <b>123</b>, see <figref idrefs="DRAWINGS">FIGS. 3 and 4</figref>. The drive unit <b>70</b> further comprises a rotatable gear <b>76</b> coupled to the support structure <b>71</b> such that movement of the rotatable gear <b>76</b> effects rotation of the support structure <b>71</b>, the traction motor <b>72</b> and the steerable wheel <b>74</b> about the first axis A₁, see <figref idrefs="DRAWINGS">FIGS. 3-5</figref>. A chain <b>124</b> extends about the drive gear <b>122</b> and the rotatable gear <b>76</b> such that rotation of the steer motor output shaft <b>123</b> and drive gear <b>122</b> causes rotation of the drive unit <b>70</b> and corresponding angular movement of the steerable wheel <b>74</b>.

The vehicle <b>10</b> further comprises a control apparatus <b>200</b>, which, in the illustrated embodiment, comprises a traction control module <b>210</b>, the steering control module <b>220</b> and a display module <b>230</b>, see <figref idrefs="DRAWINGS">FIGS. 2</figref>, <b>3</b> and <b>7</b>. Each of the modules <b>210</b>, <b>220</b> and <b>230</b> comprises a controller or processor for effecting functions to be discussed below. The functions effected by the modules <b>210</b>, <b>220</b> and <b>230</b> may alternatively be performed by a single module, two modules or more than three modules. The traction control module <b>210</b> is mounted to the side wall <b>54</b>, the steering control module <b>220</b> is mounted to the base <b>52</b> and the display module <b>230</b> is mounted within the steering column <b>56</b>.

The control handle <b>90</b> further comprises first and second rotatable speed control elements <b>96</b>A and <b>96</b>B forming part of a speed control apparatus <b>96</b>. One or both of the speed control elements <b>96</b>A, <b>96</b>B may be gripped and rotated by an operator to control a direction and speed of movement of the vehicle <b>10</b>, see <figref idrefs="DRAWINGS">FIGS. 2</figref>, <b>7</b> and <b>8</b>. The first and second speed control elements <b>96</b>A and <b>96</b>B are mechanically coupled together such that rotation of one element <b>96</b>A, <b>96</b>B effects rotation of the other element <b>96</b>B, <b>96</b>A. The speed control elements <b>96</b>A and <b>96</b>B are spring biased to a center neutral or home position and coupled to a signal generator SG, which, in turn, is coupled to the traction control module <b>210</b>. The signal generator SG, for example, a potentiometer, forms part of the speed control apparatus <b>96</b> and is capable of generating a speed control signal to the traction control module <b>210</b>. The speed control signal varies in sign based on the direction of rotation of the speed control elements <b>96</b>A, <b>96</b>B, clockwise or counterclockwise from their home positions, and magnitude based on the amount of rotation of the speed control elements <b>96</b>A, <b>96</b>B from their home positions. When an operator rotates a control element <b>96</b>A, <b>96</b>B in a clockwise direction, as viewed in <figref idrefs="DRAWINGS">FIG. 7</figref>, a speed control signal is generated to the traction control module <b>210</b> corresponding to vehicle movement in a power unit first direction. When the operator rotates a control element <b>96</b>A, <b>96</b>B in a counter-clockwise direction, as viewed in <figref idrefs="DRAWINGS">FIG. 7</figref>, a speed control signal is generated to the traction control module <b>210</b> corresponding to vehicle movement in a forks first direction.

The control handle <b>90</b> further comprises a speed selection switch <b>98</b>, see <figref idrefs="DRAWINGS">FIGS. 2</figref>, <b>7</b> and <b>8</b>, which is capable of being toggled back and forth between a high speed position corresponding to a “high speed” mode and a low speed position corresponding to a “low speed” mode. Based on its position, the speed selection switch <b>98</b> generates a speed select signal to the traction control module <b>210</b>. If the switch <b>98</b> is in its low speed position, the traction control module <b>210</b> may limit maximum speed of the vehicle <b>10</b> to about 3.5 MPH in both a forks first direction and a power unit first direction. If the switch <b>98</b> is in its high speed position, the traction control module <b>210</b> will allow, unless otherwise limited based on other vehicle conditions, see for example the discussion below regarding <figref idrefs="DRAWINGS">FIGS. 11</figref>, <b>11</b>A and <b>11</b>B, the vehicle to be operated up to a first maximum vehicle speed, e.g., 6.0 MPH, when the vehicle is being operated in a forks first direction and up to a second maximum vehicle speed, e.g., 9.0 MPH, when the vehicle is being operated in a power unit first direction. It is noted that when an operator is operating the vehicle <b>10</b> without standing on the floorboard <b>34</b>, referred to as a “walkie” mode, discussed further below, the traction control module <b>210</b> will limit maximum speed of the vehicle to the maximum speed corresponding to the switch low speed position, e.g., about 3.5 MPH, even if the switch <b>98</b> is located in its high speed position. It is noted that the speed of the vehicle <b>10</b> within a speed range, e.g., 0-3.5 MPH, 0-6.0 MPH and 0-9.0 MPH, corresponding to one of the low speed mode/walkie mode, the high speed mode/first maximum vehicle speed, and the high speed mode/second maximum speed is proportional to the amount of rotation of a speed control element <b>96</b>A, <b>96</b>B being rotated.

The steer motor <b>120</b> comprises a position sensor <b>124</b>, see <figref idrefs="DRAWINGS">FIG. 2</figref>. As the steer motor output shaft <b>123</b> and drive gear <b>122</b> rotate, the position sensor <b>124</b> generates a steer motor position signal to the steering control unit <b>220</b>, which signal is indicative of an angular position of the steerable wheel <b>74</b> and the speed of rotation of the steerable wheel <b>74</b> about the first axis A₁. The steering control unit <b>220</b> calculates from the steer motor position signal a current actual angular position of the steerable wheel <b>74</b>, and the current speed of rotation of the steerable wheel <b>74</b> about the first axis A₁. The steering control unit passes the calculated current angular position of the steerable wheel <b>74</b> and the current speed of rotation of the steerable wheel <b>74</b> to the display module <b>230</b>.

The steering control unit <b>220</b> also receives the steer control signal from the control handle position sensor <b>100</b>A, which, as noted above, senses the angular position of the control handle <b>90</b> within the angular range of approximately +/−60 degrees in the illustrated embodiment. The steering control unit <b>220</b> passes the steer control signal to the display module <b>230</b>. Since a current steer control signal corresponds to a current position of the control handle <b>90</b> falling within the range of from about +/−60 degrees and the steerable wheel <b>74</b> is capable of rotating through an angular range of +/−90 degrees, the display module <b>230</b> converts the current control handle position, as indicated by the steer control signal, to a corresponding desired angular position of the steerable wheel <b>74</b> by multiplying the current control handle position by a ratio of equal to or about 90/60 in the illustrated embodiment, e.g., an angular position of the control handle <b>90</b> of +60 degrees equals a desired angular position of the steerable wheel <b>74</b> of +90 degrees. The display module <b>230</b> further determines a steer rate, i.e., change in angular position of the control handle <b>90</b> per unit time, using the steer control signal. For example, the display module <b>230</b> may compare angular positions of the control handle <b>90</b> determined every 32 milliseconds to determine the steer rate.

As noted above, the proximity sensor <b>36</b> generates an operator status signal indicating that either an operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b> or no operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>. The proximity sensor <b>36</b> is coupled to the traction control module <b>210</b> such that the traction control module <b>210</b> receives the operator status signal from the proximity sensor <b>36</b>. The traction control module <b>210</b> forwards the operator status signal to the display module <b>230</b>. If an operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>, as indicated by the operator status signal, the display module <b>230</b> will allow movement of the steerable wheel <b>74</b> to an angular position falling within a first angular range, which, in the illustrated embodiment, is equal to approximately +/−90 degrees. If, however, an operator is NOT standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>, the display module <b>230</b> will limit movement of the steerable wheel <b>74</b> to an angular position within a second angular range, which, in the illustrated embodiment, is equal to approximately +/−15 degrees. It is noted that when an operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>, the vehicle is being operated in a rider mode, such as the high speed or the low speed mode noted above. When an operator is NOT standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>, the vehicle may be operated in the “walkie” mode, where the operator walks alongside the vehicle <b>10</b> while gripping and maneuvering the control handle <b>90</b> and one of the first and second rotatable speed control elements <b>96</b>A and <b>96</b>B. Hence, rotation of the steerable wheel <b>74</b> is limited during the walkie mode to an angular position within the second angular range.

Typically, an operator does not request that the control handle <b>90</b> be turned to an angular position greater than about +/−_—45 degrees from the centered position when the vehicle <b>10</b> is operating in the walkie mode. If a request is made to rotate the control handle <b>90</b> to an angular position greater than about +/−45 degrees and the vehicle <b>10</b> is being operated in the walkie mode, the display module <b>230</b> will command the traction control module <b>210</b> to cause the vehicle <b>10</b> to brake to a stop. If the display module <b>230</b> has caused the vehicle <b>10</b> to brake to a stop, the display module <b>230</b> will allow the traction motor <b>72</b> to rotate again to effect movement of the driven steerable wheel <b>74</b> after the control handle <b>90</b> has been moved to a position within a predefined range such as +/−40 degrees and the first and second speed control elements <b>96</b>A and <b>96</b>B have been returned to their neutral/home positions.

As noted above, the steering control unit <b>220</b> passes the calculated current angular position of the steerable wheel <b>74</b> and the current speed of rotation of the steerable wheel <b>74</b> to the display module <b>230</b>. The steering control unit <b>220</b> further passes the steer control signal to the display module <b>230</b>, which module <b>230</b> converts the steer control signal to a corresponding requested or desired angular position of the steerable wheel <b>74</b>. If an operator is standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>, as detected by the proximity sensor <b>36</b>, the display module <b>230</b> forwards the requested angular position for the steerable wheel <b>74</b> to the steering control unit <b>220</b>, which generates a first drive signal to the steer motor <b>120</b> causing the steer motor <b>120</b> to move the steerable wheel <b>74</b> to the requested angular position. If an operator is NOT standing on the floorboard <b>34</b> in the operator's compartment <b>30</b>, as detected by the proximity sensor <b>36</b>, the display module <b>230</b> will determine if the requested angular position for the steerable wheel <b>74</b> is within the second angular range, noted above. If so, the display module <b>230</b> forwards the requested angular position for the steerable wheel <b>74</b> to the steering control unit <b>220</b>, which generates a first signal to the steer motor <b>120</b> causing the steer motor <b>120</b> to move the steerable wheel <b>74</b> to the requested angular position. If the requested angular position for the steerable wheel <b>74</b> is NOT within the second angular range, the display module <b>230</b> limits the angular position for the steerable wheel <b>74</b> forwarded to the steering control unit <b>220</b> to the appropriate extreme or outer limit of the second angular range.

As noted above, the encoder <b>172</b> is coupled to the output shaft of the traction motor <b>72</b> to generate signals indicative of the speed and direction of rotation of the traction motor <b>72</b>. The encoder signals are provided to the traction control module <b>210</b> which determines the direction and speed of rotation of the traction motor <b>72</b> from those signals. The traction control module <b>210</b> then forwards traction motor rotation speed and direction information to the display module <b>230</b>. This information corresponds to the direction and speed of rotation of the steerable wheel <b>74</b> about the second axis A₂.

The display module <b>230</b> may define an upper steering motor speed limit based on a current traction motor speed using linear interpolation between points from a curve, which points may be stored in a lookup table. When the truck <b>10</b> is being operated in a power unit first direction, points from a curve, such as curve C₁illustrated in <figref idrefs="DRAWINGS">FIG. 10</figref>, may be used to define a steering motor speed limit based on a current traction motor speed. When the truck <b>10</b> is being operated in a forks first direction, points from a curve, such as curve C₂illustrated in <figref idrefs="DRAWINGS">FIG. 10</figref>, may be used to define a steering motor speed limit based on a current traction motor speed. In the illustrated embodiment, the steering motor speed upper limit decreases as the speed of the traction motor increases beyond about 2000 RPM, see curves C₁and C₂in <figref idrefs="DRAWINGS">FIG. 10</figref>. As a result, the steering motor responsiveness is purposefully slowed at higher speeds in order to prevent a “twitchy” or “overly sensitive” steering response as an operator operates the vehicle <b>10</b> at those higher speeds. Hence, the drivability of the vehicle <b>10</b> is improved at higher speeds. It is noted that the steering motor speed limits in curve C₂for the forks first direction are lower than the steering motor speed limits in curve C₁for the power unit first direction. An appropriate steering motor speed limit based on a current traction motor speed is provided by the display module <b>230</b> to the steering control module <b>210</b>. The steering control module <b>210</b> uses the steering motor speed limit when generating the first drive signal to the steer motor <b>120</b> so as to maintain the speed of the steer motor <b>120</b> at a value equal to or less than the steering motor speed limit until the steerable wheel <b>74</b> has been moved to a desired angular position. Instead of storing points from curve C₁or curve C₂, an equation or equations corresponding to each of the curves C₁and C₂may be stored and used by the display module <b>230</b> to determine a steering motor speed limit based on a current traction motor speed.

As noted above, the steering control unit <b>220</b> passes the steer control signal to the display module <b>230</b>, which module <b>230</b> converts the steer control signal to a corresponding desired angular position of the steerable wheel <b>74</b>. The steering control unit <b>220</b> also passes the calculated current actual angular position of the steerable wheel <b>74</b> to the display module <b>230</b>. The display module <b>230</b> uses the desired angular position for the steerable wheel <b>74</b> to determine a first upper traction motor speed limit using, for example, linear interpolation between points from a curve, such as curve C₃, illustrated in <figref idrefs="DRAWINGS">FIG. 11</figref>, wherein the points may be stored in a lookup table. The display module <b>230</b> further uses the calculated actual angular position for the steerable wheel <b>74</b> to determine a second upper traction motor speed limit using, for example, linear interpolation between points from the curve C₃. Instead of storing points from a curve C₃, an equation or equations corresponding to the curve may be stored and used by the display module <b>230</b> to determine the first and second traction motor speed limits based on a desired angular position for the steerable wheel and a calculated current angular position of the steerable wheel. As is apparent from <figref idrefs="DRAWINGS">FIG. 11</figref>, the first/second traction motor speed limit decreases as the desired angular position/calculated angular position for the steerable wheel <b>74</b> increases so as to improve the stability of the vehicle <b>10</b> during high steerable wheel angle turns.

The display module <b>230</b> compares a current desired angular position of the steerable wheel <b>74</b> to a current calculated actual position of the steerable wheel <b>74</b> to determine a difference between the two equal to a steerable wheel error. Since the control handle position and the steerable wheel position are not locked to one another, steerable wheel error results from a delay between when an operator rotates the control handle <b>90</b> to effect a change in the position of the steerable wheel <b>74</b> and the time it takes the steer motor <b>120</b> to effect corresponding movement of the steerable wheel <b>74</b> to move the steerable wheel <b>74</b> to the new angular position.

The display module <b>230</b> uses the steerable wheel error to determine a third upper traction motor speed limit using, for example, linear interpolation between points from a curve, such as curve C_A, illustrated in <figref idrefs="DRAWINGS">FIG. 11A</figref>, wherein the points may be stored in a lookup table. Instead of storing points from a curve, an equation or equations corresponding to the curve C_Amay be stored and used by the display module <b>230</b> to determine the third traction motor speed limit based on steerable wheel error. As is apparent from <figref idrefs="DRAWINGS">FIG. 11A</figref>, the third traction motor speed limit generally decreases as the steerable wheel error increases.

The display module <b>230</b> uses the steer rate to determine a fourth upper traction motor speed limit using, for example, linear interpolation between points from a curve, such as curve C_B, illustrated in <figref idrefs="DRAWINGS">FIG. 11B</figref>, wherein the points may be stored in a lookup table. Instead of storing points from a curve, an equation or equations corresponding to the curve C_Bmay be stored and used by the display module <b>230</b> to determine the fourth traction motor speed limit based on steer rate. As is apparent from <figref idrefs="DRAWINGS">FIG. 11B</figref>, the fourth traction motor speed limit generally decreases as the steer rate increases.

The display module <b>230</b> determines the lowest value from among the first, second, third and fourth traction motor speed limits and forwards the lowest speed limit to the traction control module <b>210</b> for use in controlling the speed of the traction motor <b>72</b> when generating a second drive signal to the traction motor <b>72</b>.

The display module <b>230</b> may generate a high steerable wheel turn signal to the traction control module <b>210</b> when the steer control signal corresponds to a steerable wheel angular position greater than about +/−7 degrees from its straight ahead position. When the display module <b>230</b> is generating a high steerable wheel turn signal, the vehicle is considered to be in a “special for turn” mode.

In the illustrated embodiment, the traction control module <b>210</b> stores a plurality of acceleration values for the traction motor <b>72</b>. Each acceleration value defines a single, constant rate of acceleration for the traction motor <b>72</b> and corresponds to a separate vehicle mode of operation. For example, a single acceleration value may be stored by the traction control module <b>210</b> for each of the following vehicle modes of operation: low speed/walkie mode, forks first direction; low speed/walkie mode, power unit first direction; high speed mode, forks first direction; high speed mode, power unit first direction; special for turn mode, forks first direction; and special for turn mode, power unit first direction. The traction control module <b>210</b> selects the appropriate acceleration value based on a current vehicle mode of operation and uses that value when generating the second drive signal for the traction motor <b>72</b>.

The display module <b>230</b> determines, in the illustrated embodiment, first, second and third acceleration reduction factors RF<b>1</b>, RF<b>2</b> and RF<b>3</b>.

As noted above, the steering control unit <b>220</b> passes the calculated current actual angular position of the steerable wheel <b>74</b> and the current speed of rotation of the steerable wheel <b>74</b> to the display module <b>230</b>. The display module <b>230</b> may use the calculated current actual angular position of the steerable wheel <b>74</b> to determine the first acceleration reduction factor RF<b>1</b> using, for example, linear interpolation between points from a curve, such as curve C_C, illustrated in <figref idrefs="DRAWINGS">FIG. 11C</figref>, wherein the points may be stored in a lookup table. Instead of storing points from a curve, an equation or equations corresponding to the curve C_Cmay be stored and used by the display module <b>230</b> to determine the first acceleration reduction factor RF<b>1</b>. As is apparent from <figref idrefs="DRAWINGS">FIG. 11C</figref>, after a steered wheel angle of about 10 degrees, the first acceleration reduction factor RF<b>1</b> decreases generally linear as the steerable wheel angle increases.

As discussed above, the traction control module <b>210</b> forwards traction motor rotation speed and direction information to the display module <b>230</b>. The display module <b>230</b> may use the traction motor speed to determine the second acceleration reduction factor RF<b>2</b> using, for example, linear interpolation between points from a curve, such as curve C_D, illustrated in <figref idrefs="DRAWINGS">FIG. 11D</figref>, wherein the points may be stored in a lookup table. Instead of storing points from a curve, an equation or equations corresponding to the curve C_Dmay be stored and used by the display module <b>230</b> to determine the second acceleration reduction factor RF<b>2</b>. As is apparent from <figref idrefs="DRAWINGS">FIG. 11D</figref>, the second acceleration reduction factor RF<b>2</b> generally increases as the traction motor speed increases.

As noted above, an operator may rotate one or both of the first and second speed control elements <b>96</b>A, <b>96</b>B causing the signal generator SG to generate a corresponding speed control signal to the traction control module <b>210</b>. The traction control module <b>210</b> forwards the speed control signal to the display module <b>230</b>. As also noted above, the speed control signal varies in magnitude based on the amount of rotation of the speed control elements <b>96</b>A, <b>96</b>B from their home positions. Hence, the speed control signal is indicative of the current position of the speed control elements <b>96</b>A, <b>96</b>B. The display module <b>230</b> may determined the third acceleration reduction factor RF<b>3</b> using the speed control signal. For example, the third acceleration reduction factor RF<b>3</b> may equal a first predefined value, e.g., 10, for all speed control signals corresponding to a position of each speed control element <b>96</b>A, <b>96</b>B between a zero or home position and a position corresponding to 80% of its maximum rotated position and may equal a second predefined value, e.g., 128, for all speed control signals corresponding to a position of each speed control element <b>96</b>A, <b>96</b>B greater than 80% of its maximum rotated position.

The display module <b>230</b> determines which of the first, second and third reduction factors RF<b>1</b>, RF<b>2</b> and RF<b>3</b> has the lowest value and provides that reduction factor to the traction control module <b>210</b>. The traction control module <b>210</b> receives the selected reduction factor, which, in the illustrated embodiment, has a value between 0 and 128. The module <b>210</b> divides the reduction factor by 128 to determine a modified reduction factor. The modified reduction factor is multiplied by the selected acceleration value to determine an updated selected acceleration value, which is used by the traction control module <b>210</b> when generating the second drive signal to the traction motor <b>72</b>. The reduction factor having the lowest value, prior to being divided by 128, effects the greatest reduction in the acceleration value.

Based on the position of the speed selection switch <b>98</b>, the operator status signal, whether a high steerable wheel turn signal has been generated by the display module <b>230</b>, the sign and magnitude of a speed control signal generated by the signal generator SG in response to operation of the first and second rotatable speed control elements <b>96</b>A and <b>96</b>B, an acceleration value corresponding to the current vehicle mode of operation, a selected acceleration reduction factor, a current traction motor speed and direction as detected by the encoder <b>172</b>, and a selected traction motor speed limit, the traction control module <b>210</b> generates the second drive signal to the traction motor <b>72</b> so as to control the speed, acceleration and direction of rotation of the traction motor <b>72</b> and, hence, the speed, acceleration and direction of rotation of the steerable wheel <b>74</b> about the second axis A₂.

Instead of determining first, second and third reduction factors, selecting a lowest reduction factor, dividing the selected reduction factor by 128 and multiplying the modified reduction factor by a selected acceleration value to determine an updated selected acceleration value, the following steps may be implemented by the display module <b>230</b> either alone or in combination with the traction control module <b>210</b>. Three separate curves are defined for each vehicle mode of operation, which modes of operation are listed above. The first curve defines a first acceleration value that varies based on the calculated current actual angular position of the steerable wheel <b>74</b>. The second curve defines a second acceleration value that varies based on traction motor speed. The third curve defines a third acceleration value that varies based on the speed control signal from the signal generator SG. The display module and/or the traction control module determines using, for example, linear interpolation between points from each of the first, second and third curves corresponding to the current vehicle mode of operations, wherein the points may be stored in lookup tables, first, second and third acceleration values, selects the lowest acceleration value and uses that value when generating the second drive signal to the traction motor <b>72</b>.

As noted above, the tactile feedback device <b>100</b> is capable of generating a resistance or counter force that opposes movement of the control handle <b>90</b>, wherein the force varies based on the magnitude of the tactile feedback device signal. In the illustrated embodiment, the display module <b>230</b> defines a setpoint TFDS for the tactile feedback device signal, communicates the setpoint TFDS to the steering control module <b>220</b> and the steering control module <b>220</b> generates a corresponding tactile feedback device signal, e.g., a current measured for example in milliAmperes (mA), to the tactile feedback device <b>100</b>.

In the illustrated embodiment, the display module <b>230</b> defines the tactile feedback device signal setpoint TFDS as follows. The display module <b>230</b> constantly queries the traction control module <b>210</b> for speed and direction of rotation of the traction motor <b>72</b>, which information is determined by the traction control module <b>210</b> from signals output by the encoder <b>172</b>, as noted above. Based on the traction motor speed, the display module <b>230</b> determines a first tactile feedback device signal value TFD<b>1</b>, see step <b>302</b> in <figref idrefs="DRAWINGS">FIG. 14</figref>, using, for example, linear interpolation between points from a curve, such as curve C₄, illustrated in <figref idrefs="DRAWINGS">FIG. 12</figref>, wherein the points may be stored in a lookup table. Instead of storing points from a curve, an equation or equations corresponding to the curve C₄may be stored and used by the display module <b>230</b> to determine the first value TFD<b>1</b>. As can be seen from <figref idrefs="DRAWINGS">FIG. 12</figref>, the first value TFD<b>1</b> generally increases with traction motor speed.

As noted above, the display module <b>230</b> compares the current desired angular position of the steerable wheel <b>74</b> to a current calculated actual position of the steerable wheel <b>74</b> to determine a difference between the two equal to a steerable wheel error. Based on the steerable wheel error, the display module <b>230</b> determines a second tactile feedback device signal value TFD<b>2</b>, see step <b>302</b> in <figref idrefs="DRAWINGS">FIG. 14</figref>, using, for example, linear interpolation between points from a curve, such as curve C₅, illustrated in <figref idrefs="DRAWINGS">FIG. 13</figref>, wherein the points may be stored in a lookup table. Instead of storing points from a curve, an equation or equations corresponding to the curve C₅may be stored and used by the display module <b>230</b> to determine the second value TFD<b>2</b>. As can be seen from <figref idrefs="DRAWINGS">FIG. 13</figref>, the second value TFD<b>2</b> generally increases with steerable wheel error.

In the illustrated embodiment, the display module <b>230</b> sums the first and second values TFD<b>1</b> and TFD<b>2</b> together to determine a combined tactile feedback device signal value TFDC, see step <b>304</b> in <figref idrefs="DRAWINGS">FIG. 14</figref>, and multiplies this value by a reduction factor based on a direction in which the vehicle <b>10</b> is moving in order to determine the tactile feedback device signal setpoint TFDS, see step <b>306</b> in <figref idrefs="DRAWINGS">FIG. 14</figref>. If the vehicle <b>10</b> is being driven in a forks first direction, the reduction factor may equal 0.5. If the vehicle <b>10</b> is being driven in a power unit first direction, the reduction factor may equal 1.0. Generally, an operator has only one hand on the control handle <b>90</b> when the vehicle <b>10</b> is moving in the forks first direction. Hence, the reduction factor of 0.5 makes it easier for the operator to rotate the control handle <b>90</b> when the vehicle <b>10</b> is traveling in the forks first direction.

The display module <b>230</b> provides the tactile feedback device signal setpoint TFDS to the steering control unit <b>220</b>, which uses the setpoint TFDS to determine a corresponding tactile feedback device signal for the tactile feedback device <b>100</b>. Because the tactile feedback device signal is determined in the illustrated embodiment from the first and second values TFD<b>1</b> and TFD<b>2</b>, which values come from curves C₄and C₅in <figref idrefs="DRAWINGS">FIGS. 12 and 13</figref>, the tactile feedback device signal increases in magnitude as the traction motor speed and steerable wheel error increase. Hence, as the traction motor speed increases and the steerable wheel error increases, the counter force generated by the tactile feedback device <b>100</b> and applied to the control handle <b>90</b> increases, thus, making it more difficult for an operator to turn the control handle <b>90</b>. It is believed to be advantageous to increase the counter force generated by the tactile feedback device <b>100</b> as the traction motor speed increases to reduce the likelihood that unintended motion will be imparted to the control handle <b>90</b> by an operator as the vehicle <b>10</b> travels over bumps or into holes/low spots found in a floor upon which it is driven and enhance operator stability during operation of the vehicle. It is further believed to be advantageous to increase the counter force generated by the tactile feedback device <b>100</b> as the steerable wheel error increases so as to provide tactile feedback to the operator related to the magnitude of the steerable wheel error.

In a further embodiment, a pressure transducer <b>400</b>, shown in dotted line in <figref idrefs="DRAWINGS">FIG. 2</figref>, is provided as part of a hydraulic system (not shown) coupled to the forks <b>60</b>A and <b>60</b>B for elevating the forks <b>60</b>A and <b>60</b>B. The pressure transducer <b>400</b> generates a signal indicative of the weight of any load on the forks <b>60</b>A and <b>60</b>B to the display module <b>230</b>. Based on the fork load, the display module <b>230</b> may determine a third tactile feedback device signal value TFD<b>3</b> using, for example, linear interpolation between points from a curve (not shown), where the value TFD<b>3</b> may vary linearly with fork load such that the value TFD<b>3</b> may increase as the weight on the forks <b>60</b>A and <b>60</b>B increases. The display module <b>230</b> may sum the first, second and third values TFD<b>1</b>, TFD<b>2</b> and TFD<b>3</b> together to determine a combined tactile feedback device signal value TFDC, which may be multiplied by a reduction factor, noted above, based on a direction in which the vehicle <b>10</b> is moving in order to determine a tactile feedback device signal setpoint TFDS. The display module <b>230</b> provides the tactile feedback device signal setpoint TFDS to the steering control unit <b>220</b>, which uses the setpoint TFDS to determine a corresponding tactile feedback device signal for the tactile feedback device <b>100</b>.

As discussed above, the proximity sensor <b>36</b> outputs an operator status signal to the traction control module <b>210</b>, wherein a change in the operator status signal indicates that an operator has either stepped onto or stepped off of the floorboard <b>34</b> in the operator's compartment <b>30</b>. As also noted above, the traction control module <b>210</b> provides the operator status signal to the display module <b>230</b>. The display module <b>230</b> monitors the operator status signal and determines whether an operator status signal change corresponds to an operator stepping onto or stepping off of the floorboard <b>34</b>. An operator stops the vehicle before stepping out of the operator's compartment. When the operator leaves the operator's compartment, if the tactile feedback device signal is at a force generating value, e.g., a non-zero value in the illustrated embodiment, causing the tactile feedback device <b>100</b> to generate a counter force to the control handle <b>90</b>, the display module <b>230</b> decreases the tactile feedback device signal setpoint TFDS at a controlled rate, e.g., 900 mA/second, until the tactile feedback device signal setpoint TFDS, and, hence, the tactile feedback device signal, equal zero. By slowly decreasing the tactile feedback device signal setpoint TFDS and, hence, the tactile feedback device signal, at a controlled rate and presuming the control handle <b>90</b> is positioned away from its centered position, the biasing structure <b>110</b> is permitted to return the control handle <b>90</b> back to its centered position, i.e., 0 degrees, without substantially overshooting the centered position after the operator has stepped off the floorboard <b>34</b>. The tactile feedback device signal setpoint TFDS, and, hence, the tactile feedback device signal, are maintained at a zero value for a predefined period of time, e.g., two seconds. Thereafter, the display module <b>230</b> determines an updated tactile feedback device signal setpoint TFDS and provides the updated tactile feedback device signal setpoint TFDS to the steering control unit <b>220</b>. It is contemplated that the display module <b>230</b> may only decrease the tactile feedback device signal setpoint TFDS if, in addition to an operator leaving the operator's compartment and the tactile feedback device signal being at a force generating value, the control handle <b>90</b> is positioned away from its centered position. It is further contemplated that the display module <b>230</b> may maintain the tactile feedback device signal setpoint TFDS at a zero value until it determines that the control handle <b>90</b> has returned to its centered position.

If, while monitoring the operator status signal, the display module <b>230</b> determines that an operator status signal change corresponds to an operator stepping onto the floorboard <b>34</b>, the display module <b>230</b> will immediately increase the tactile feedback device signal setpoint TFDS for a predefined period of time, e.g., two seconds, causing a corresponding increase in the tactile feedback device signal. The increase in the tactile feedback signal is sufficient such that the tactile feedback device <b>100</b> generates a counter force of sufficient magnitude to the control handle <b>90</b> to inhibit an operator from making a quick turn request via the control handle <b>90</b> just after the operator has stepping into the operator's compartment <b>30</b>. After the predefined time period has expired, the display module <b>230</b> determines an updated tactile feedback device signal setpoint TFDS and provides the updated tactile feedback device signal setpoint TFDS to the steering control unit <b>220</b>.

Also in response to determining that an operator has just stepped onto the floorboard <b>34</b> and if a steer request is immediately made by an operator via the control handle <b>90</b>, the display module <b>230</b> provides an instruction to the steering control module <b>220</b> to operate the steer motor <b>120</b> at a first low speed, e.g., 500 RPM and, thereafter, ramp up the steer motor speed, e.g., linearly, to a second higher speed over a predefined period of time, e.g., one second. The second speed is defined by curve C₁or curve C₂in <figref idrefs="DRAWINGS">FIG. 10</figref> based on a current traction motor speed. Hence, the first drive signal to the steer motor <b>120</b> is varied such that the speed of the steer motor <b>120</b>, i.e., the rate of speed increase, gradually increases from a low value after the operator enters the operator's compartment in order to avoid a sudden sharp turn maneuver.

It is further contemplated that the steerable wheel may not be driven. Instead, a different wheel forming part of the vehicle would be driven by the traction motor <b>72</b>. In such an embodiment, the traction control module <b>210</b> may generate a second drive signal to the traction motor <b>72</b> so as to control the speed, acceleration and direction of rotation of the traction motor <b>72</b> and, hence, the speed, acceleration and direction of rotation of the driven wheel based on the position of the speed selection switch <b>98</b>, the operator status signal, whether a high steerable wheel turn signal has been generated by the display module <b>230</b>, the sign and magnitude of a speed control signal generated by the signal generator SG in response to operation of the first and second rotatable speed control elements <b>96</b>A and <b>96</b>B, an acceleration value corresponding to the current vehicle mode of operation, a selected acceleration reduction factor, a current traction motor speed and direction as detected by the encoder <b>172</b>, and a selected traction motor speed limit.

It is still further contemplated that a vehicle including a mechanical or hydrostatic steering system may include a traction motor <b>72</b> controlled via a traction control module <b>210</b> and a display module <b>230</b> as set out herein presuming the vehicle includes a control handle position sensor or like sensor for generating signals indicative of an angular position of the control handle and its steer rate and a position sensor or like sensor for generating signals indicative of an angular position of a steerable wheel and a speed of rotation of the steerable wheel about an axis A₁.

While particular embodiments of the present invention have been illustrated and described, it would be obvious to those skilled in the art that various other changes and modifications can be made without departing from the spirit and scope of the invention. It is therefore intended to cover in the appended claims all such changes and modifications that are within the scope of this invention.